Train control



c. 8. BUSHNELL TRAIN CON'IRCL Filed 00%.. 25, 1925 GHARLIES s. BUSHNELL,os BOCHESTIER, NEW YORK, ASSIGNOR mo GEINEJRALFI'J RAILWAY SIGNALCOMPANY, or: ROCI-IESI'ER, NEW YORK."

mAm oommoan.

Application filex 0ctober 25, 1923. Serial No. 670,701.

Ths invention relates to dutoxgr1atc tain contro systems, and morepartmularly 120 systems of the intermittent nductive type.

n provi'ci1ig' apparatus f01' automatically controling a tran inaccordance with traffic conditions ahead, it is desrable to beab le soautomatically restrict the spe ed of a tram in a caution block if thetrain is to be brought to a predetermined low speed 01 io a stop beforereaching the end of such a block, and to enforca a low limiting speedthroughout the fol lowing or clanger block prwding trafic conditons havenotcleared up in the meantime. On account of 'the speed the tran may be'running, Weather conditions, the collecti on of ice .and snow and forvarious other reasons, it is found dificult to transmit contro}i1'1fluences by physcal contact between veh cle carried devices andcooperating dev1ces located along the trackway. In providing me.ans =forcransmittng control influences which are intended to restrict themovement of the train it is highly important that such influences beinvariably transmtted under danger traflc c ondtions ahead, rgardless ofthe speed of the train; whereas the transmission of restoring controlinfluences is not necessarily effectve atall spoeds, because the falureto receive a restoring or resetting influence merely causes the movementof the .train to be unneoessarily restrcted and therefore is on the sideof safety.

With the above and other considerations in mind the prncpal object andpurpose of the present invention contemplates che provsion of means totransmt restrictive contlol influences from the trackway to a movingvehicle inductwely by the employment of alternating cnent and eifectiveat .all speeds and whch means is constructed on the normally closed crcut. principle so that the .ailure of a circuit will cause the trar1smssioxi of a control influence and restnct the movement of the train-regardless of traffio conditions ahead, an! to provide means fortransmttmg a restormg infiuence which s dependent on a scure/eof directcurrent energy and possibly is effective only for speedS abom apredeternnned low speed and whch i s constructed entirely on the opencircuit principe so that the ailure of a circu1t provents thetransmssion of a restorng control influenoe thereby also funetoning onthe side of safety.

More specfically it is proposed to provide a car-carried core in whichan alternating magnoto-motive-force is set up near one end. of the coreby a prmary coil, to provide two seoondary coils, one near said primaryco1 and one a consderable distance from said primary coil which arecnnected so thz xt the voltages induced by reason of said pnmary coiloppose each other and in which the voltage in the secondary col nearerthe prm u'y coil pre dominates, and to Connect 'the c1rcmt includmg thetwo secondary coils in series to a direct current rolay through anintervening rectifying device whereby the. relay is maintained energzedby unidirectional current derived from che predom nating secondary coi];to provide un inert trackway device which is adapted to reduce thereluctance of the magnetio circut including sad oar-.carried core uponpassage of the car-carrled core by sad trackwny device underpredetermined traffic conditions ahead, whereby flux is diverted fromleakage pathS through the distant secondary col causing a hgher opposingvoltage in the circuit and causing deenergizaton of said relay.

Other objects, purposes and characterstc features of the invention willappear as the desoripton thereof progresses.

In describing the inventoh in detail reference Will be made to the accompanyng dr'aw- Track equz'pmen Referring to Fig, 1 of the drawings,there has been shown a trackway of the usual constru ctn including therails 1, which are divided by insulatingjoints 2 nto blooks in. theusual manner, the b1ock I anol the adiacen ends of wo othr b'iocks H ancJ hav' ing beon shown; since the various bocks are -he saune 1ike partei.hereof bevo been given the saune reference characters wth dstinotiveexponencs. Each of the blocks is provided Wh the usual trackway battery3 1f file exit end thereof end a truck relay 4 at the entrance end, thedirection of tm1ficbeng from left to right as indicated by the a1row. Atthe entrance end of each block is prefen aby provided L waysifle sig'nalof the usual type; although these signals xnay be of the color light,position light- 01 semaphore type, for convenence sema phore signalsZhave been shown conventonally wthout illustrating chei1 well-knowncontrol devices and circuits, these devices end circuits beng Wellknownby those skilled in this pa1ticular art.

"In addition to the track relay 4 at the entrance to each b]ock there isprovided a line relziy 5, which is under normally clear trafficconditions energizd by a circuit ncluding the front contact 6 of itsassociated crack relay and the front contact 7 of the track re-' 1ay ofthe block next in advance, so that the' line relay 5 is energized,providing both the corresponding block and the block next in advance areunoccuped. This circuit receves its energy from a suitable source, suchas abattery having terminals one of which has been designated B, theother terminal being connectod to a com1non return wire C. This sourceof energy may comprse any number of batteries as ior instance (me foreaoh block or may consist of a t'ransmission' line for supplying 2Lseries of blocks.

On the right band side of the trackwoy and just before the entrance toeach b1ock 1s provided a kno zk-rlown element KD, comprsing amagnetizable core 8 of general U- shap e terminating in enlarged polpieces 9 having a coil 10 on the back yoke thexeof, which is normallyclosed in a, circuit of 1ow resistance by "the front contact 11 of theline relay 5,

In series with the track circuit of the block in the rear, that is, inseries with the track battery 3is connected a relay DL Which forconveniene may be called a series relayl Ths relay DL is designed sothat its front contact 12 is, under clear trafficconditions, in theIower or deenergizerl positi0n. If, however, a train occupies the trackcircuit including this relay DL suflcient current is caused to flow inthe track circuit in ques tion to efi'ectively energize th is relay DLand dose its front contact 12. H desired this r1ay may be designed sothat it will not assume its energized condition until a train veryclosely approaches, che exit end of the blck, it being understood thatthe track circuit current gradually increasess the t ran approaches thetrack battery 3.

On the left scle of the' trackway is provided a, similar track-ekmen; BScon en- 37 and the shaft 26.

i ently caed the lestoling or resettng tmck ee1nent, WhQh comprses ecore 15 of geneml U-shapeterminating in enlzugedpoe peces 16 and havinga coil 17 on tbe back 'yoke thereof. As is obvious from the circuitshown in Fig. 1 of the drawing this coi. 17 1s energmed by currentderived from the battery- 18, or other suitab1e source of en-' ergy,pioviding the block at the entrzince to which the eleinent ES s locatedis unoccupied and the seres relay DL is in the ener-, gized conditiofi,but is closed in a circut of 10W resistance when said b1ock is occupiedand the series 1e1ay DL is in its energized condtion, for reasons moreclearly pointed out in connection with the operation of the 'systern. Inother Words, the knock-down element KD has its c0il closed in a circuitof 10W resistance under clear trafic conditions but bus its co1 openunder danger conditions, Whereas the restoring or resetting element RShas ts col closed in a circuit v 01 10W resistan'ce under danger trafficconditions in the b.lock at the entrance to which it is placed but hasits coil energiz'ed by a source of electrical energy if sa'id blockisclear providing the seres relay DL is in its energzed condition.

Oar-cmm'ed devices.

a bming boss 31. This rod 30 has connected thereto but insuzitedtherefrom a series of switch blades 32 33-34 35-36 86 35 34 -33 and 32and has one end pivotally connected to an arm 87 integra! with a ring 37pvotally 1nounted on the axle 26 of the Vehicle und is frctionally heldto the axle' by the conventinal frction clucch shown. Any other type offrction clutch ma,y of course be used, if desired. Adjacent che ring 37is provided the friction clutch comprising an arcuate member 39 which islined With the usual brake lining fo'r causing fr ictional engagementbetween the ring This member 39 is provided wth an extensi1 slidablysupported in che lug 41 projectng from the arm 37, and this arcuatemembep or brakeshoe 39 is urged against the anche 26 by the c01npressioncoil spring 42 surrounding the extension 40. Wish the ra, lway vehiclemov-- ingfrom left to righi. in the nornal cirec-,

tion of traffic, che switch blals assume the positon as shown in chedrawing byreason of the frictional engagement between ring 87 and tbeaxle 26, the movement 01' thb" arm 37 being limited by one or the otherdirechion of time stops 43 depending on the direction of movernent ofthe vebicle.

At'a convenient and accesible piace on the vehicle is mounted a controlrelay GR, whch is normaily energized by EL pulsatingdireot current in amanner more cleariy described hereinafter. This relay OR is preferablyof the quick acting direc-t current type and.in practice preforablyincludes a pivotally supported and well-balanced armature which controlssuitable circuits as shown. On ac count of the comparatively 1ightarmature used which is pivotally supported a bout its center of -massthis relay is substantially immune to ars anci vibration, and by reasonof its light construction very quickly responds to a sudderi change inthe energizing current of the relay. On the car is also provided arestoring or piek-up relay PR, which is of constrnction similar to checontrol re- 1ay CR, which for reasons ,qven in connection with tbecontrol reiay CR is quick acting and immune to vibratory disturbances.

The car-carried apparatus illustrated in Fig. 2 aiso includes a suitablerectifying device. Although this device may be of the electrolytie orother su itable typ e, it has been conventionally shown as compnsrng arectxfier of tbe thermionic type, and in the particularmannershowncomprises an audion A provided with the usual plate 45, agrid 46 and a filament 47.

In order to prcwide on tbo ra,i1way vehcle a, suitnble mechanism forcontrolling a train throu srh a caution block so 15- to enfolce a,reduction,in the speed to a certain limit by the time it reaches the endof the block. and in order to li1nit the speed of the train through afollowing block unless traflic conditions bave become c1ear. a suitableapparatus is preferably provided 'Wbich muy be initiated upon thereception of a knockdown or restrictire control influenco and which maybe restored by the reception of a, resetting or restoring controlinfluence. F01 convenience no specific formof speed restricting devicefor this purposo has been illustratori, but a device for carrying outthis functiori has been conventionally shown by the device K. Thisdevice K may abruptly restrict tbe speed of the vehicle toa pre-'determined value, or may gradualiy redu'ce the permissve speed of thevehicle in acc'ord ance wth time, deceleration, amount of br'akinge'fl'ective or the distance or movemerit of the train. n1ay coniprisemechariism for reducing th per1uissive speed of the train in accordancewith the distance or movement thereof from For example,'the device 1Cthe pon; Wbere a restrictiVe control influ-' ance has been received asillustrated in the energized by alternziting current, und sec ondarycoil S in Which voltage is induced by well-known transformer ncion. ()nth0. other 1eg of the core 50 is provided 21 secondary bucking cil SB,which is connccted in series withthe secondar coil S So that the voltageinduced therein 1s opposite to the voltage induced in the secondary coi1S. This car element L is suitubly mounted on the truck of a railwayvehicie, such as a tender truck, and is preferably supported byinitially tensioned springs so that i t is under ordinary conditionsrigid with respect to the truck, but is ad apted to move with respect,thereto in cases of severe jars, and the like.

lhis eiement is so suppored that it magnet- 1cally cooperates with oneor the other of the trck eleinents KD or RS through an inter vening airgap depe'.nding on whether the .vehicle is moving pilot or tender first.On the 1ef't band side of the vehicle is provided a similar car elementL; this element L is identical in construction to the car eement L andfor cohvenience like'parts have been given like reference charactersWith distinstive exponentg a.

Uar-carm'ed. system.

53, condenser 5 1, wire 55, bus bar 56, w;ire -57, switch blace 34,wire58, primary Coi1 wire 59, switch blade 35, wire 60, busbar 61, w ire62, back to the alternatiflg current generator G. With this primarycoilP enerf gized by alternating currerit a certain v o1k age is induced inthe secondary 'COl S by transformer action. Thisvoltage how'ever,

is opposed to aslight extent by the vdtage induced in the-bucking Coil813 by reason of the leakage flux passi-11g 'through this coi-1 SB. Thevoltage induced in the coi! S, how' ever, predominat-(as the voltageinduced in tie coil SBso that there isa voltagelft wiiicl,x produces &current flowing in the fol-loWing circuit or energ'zing the contro]. reiay -at this time need not be considered.

swtch blade 32, Wire 66, bus bar 67, wire 68,

fiow in the winding 69 of the control relay OR, by reason of therectfying action taking place in the audion A. The var1os parts are sodesgned that the current fiowing in this circuit is just suificient tornaifitain the cpnfirol relay OR in its energized conditon, so thnt ashght reduct1on 1n th1s current, poss1b1y because of an mcreased buckingvoltage in the coi1 SB causes deenergization of this relay. With thecontro! relay OR in its energized condtion the speed restricting devce Kis energized by reason of the circuit including the battery 77 ahd thefront contact 78 of tue contro relay OR. Under abnormal conditions ofthe car-carred appax-atus certain other circuts are momentarilyenergized which may be more convenently described in connection wth theoperation hereinafter.

pemtz'on.

Ulecor to cautz'om.-Ih order to illust rte th operation of.the systemunder var1ous traflc condtions ahead, let us assume that the block J 'soccupied, or presents dangerous traffic conditions for some otherreason, so that its track re1ay 4 is deenergized. Let us furthr a'ssumethat a train is equipped with the car-carried apparatus illustrated. inFig. 2 in its nonnal clear condtion as' shown and is moving in the blockH in the normal directiori of traffic. VVith the track relay 4deenergized che circuit for the line' re]ay 5 is broken'thusdeenergizing this 1ne relay, therby putting the coi1 of the truckelement KD in an open circuit. As the train approaches the s1gnal Z,which is 110W indicating caution, the left hand Car element fiist comesinto communication with the resetting track element RS. Since, how-.ever, the cavcarried apparatus is in its norma condition the operationthat takes placa After a further short distance of movement of the traintqhe righi: hand car eleme'nt L comes into cooperating relation with thetrackelen1ent KD. Whil the car element L is disposed over the trackelement .KD during ts movement along the track the pole pieces 51 of thecar element L are mbmentarily bridged by the core 8 of the traek elementKD, thereby reducin'g the relutanc of the magnetic circuit including thecar-carred (30136 50. hs decmase 0 ihe reluctzmce through che corecauses consdemble increase in the alternating current magnetic fluxpassng through the coi1 SB. Ths increase of magjnetic flux is due to alarge extent, it is believed, t o diversion 0 flux from leakage pzmths.The total flux through the primary coi1 is maintained 'substantiallyconsant by reason of the law governing che flow of excitingcurrent totransformers, ami the 1ike. Since the amount of flux passing through thecol SB.has been con- .siderably increased by reason of the presence ofche tack element KD, and since, as just explaned, the total flux passingthe primary coil has not been materially changed, ii: becomes apparentthat the voltage induced in the coil SB s considerably arger whereas thevoltage induced in Che secondarjpcoil S has been practically unchanged.Further, since the voltage induced in the coil S is no longer capable ofpredominating over the voltage nduced in the co1 SB, at least not to anextenc, to maint1in the contro] relay OR energized, the con? trol relayOR momentarily assumes its deenergized position at the time the carelement L is in cooperating relatioxi with the track element: KD. Thismomentary deenergization of the control relay OR causes its frontcontact 71 to be opened. The open- 111gof this front contact 71inter'rupts the energizing circuit for the control relay OR permanently,so that the return of the conditions of the car element to normalityWi1l J has advanced out of blo'ck J into the next block in advance sothat the track re1ay 4 again assumes the energized position. As thetrain in question reaches a position in the block I ai: Which the carelement L comes into communicating relationship with the resetting truckelement R8 21 restoring contro] influence s transmitted.

'This rest0ring control influence is transmitted by reason of the carelement L moving over the track elementi RS While this track element isenergzed by diteci: current. -The passage of. the car element L over theenergi'zed resetting track element[RS causes a rapid building up andbreakmg down Q magnetic fiux linking thg ,not again energize this cntrolrelay. With block into a following caution block the speed restrictngdevice K may be rest ored to its energized condition and may then againbe initiated when passing over the elerhent KD located' just beyond theelement RS. This feature is specially desirable in systems .;in Whichthe train control device K is of a cyclic type. F01 instance, let usassume 'that a speed restricting device of the type shown in? the Simmenpatent heretofore mentioned is employed. While the train is passingthrough one block its speecl will be gradually restricted so as to reacha predetermined w speed upon reachi'ng the end of a caution block; .1fthe following block has assu9ned the caution' conditon in the meantimethe speed restrictingapparatus is restored at the restoring truckelement RS and is again intiated at the knock-down track" element KD; sothat the speed restriction is removed upon entering the second cautonblock butthe permissive speed is again gradually decreased while thetrain moves through this' second cauton block.

In. the particular circuit arrangement shown the truck element KD mustbeset back into the preceding block far enough so, that 'the first axle ofthe train does not enter'the block before the car element L has ths.were ossible theytrain would restrict itse1f by ropping the trackrelay/and in turn the control relay OR. Ii, however,-it is desire d torestrict the tnain only after it has passed acertain distnce into acaution block, this may be done by controlling the circuit for coil 10on the truck elment KD by the track reha.y of the next block ahead, inthe same maginer as the line relgy cont1ols ths coil in the circutarranger'nent shown. y Train mo'm'ng tender first.-Let us 110W assumethat the railway vehicle end car-carried equipment associated therewithconven-- tionally shwn in Fig. 2 s turned end for end, so that the' axle26 lead s and the axle 25 trails. As the train moves in the normaldir'ection turned end for end es just explained the am 37 Will beshifted so as to engage the other stop 43 thereby throwing all of theswitch blades to the dotted position: By

carefully studying Fig. 2 of the drawings, it

' W1 be noted that like oils end wires of the car elementi L and L willbe interchanged,

so that the czire'ement L now functions' tu f restoring nfluences,whereas the car element L is adapted to receive restoring influencesinstead of restrictive control influences, In other words, thecar-carried re- Iays PR ami OR Wil1 respond equally as well if tbevehicle on which they are mount ed moves tender first as when it movespilot -first.

T'zzin .moving agaz'nst tlw normal directz'0n of tra;ic.-It sometimeshappens th'at passed by the track element KD, because if.

transmifi restrictive control influenceS instead trains are compelled tomove againt the normal d1rect1on 0f traffie, possbly on account of awreck, replacement of a bndge,

or the like, and for this reason it is desirable in the block I. \Vithths train moving in the block I the truck relay 4 would of course bedeenergized. As the train moves across the insulatng joints 2 into theblock H the series relay DL immediately assu'mes its energized positonthereby closing its front contact-l2. Upon furt-her movement of thetrain into block H the left band car e.ement L comes into communicatingrelation With the track element KD. Since, however, the car element L isnow connected in the carcarried circuits te function as a restoringelemert it will not receive a restoring control nfluence because thetrack element KD is not energized as would be required. Upon I a.further movement of the train from right to Ieft into block H the. carelement L comes nto communication with the track element RS. Noknock-down nfluences Will be transmitted to the car element L, Which nowfunctions as a restrictive control;influence recevilig means, becausethis cofl 17; on the track element RS is closed in a circuit of lwresietance includng theback contact 13 of the track relay 4 and thefront contact 12 of the series'relay DL, so that the carcarriedequipment continues to assume ts clear traflic condtion when the t1an onwhich it is mounted moves aganst the 1101- ma1 direction of traflc overthe truck apparats illustrated. Sinbe, as just explained, thecar-carried apparatus imctions satisfactorily when moving agninst thenormal direction of traffic, that is, cannot receve either restrietiveerrestoring influences, it becomes apparent that additional trackwayelements may be added to control the train when moving in the abnor'maldirection. In other-words, in single track systems whe're pmpe r controls available for controlling traflc in ether direction, both restrictiveend restoring crack element s with the proper control therefor may beprovided on both somma a restrictive control influe'nce regardless of Hth speed of the train Which n"ezins -requires ntrackwaffenergy, and' inwhioh a restering influence iscapable ofbeing trqnsmitted at 111 spe'eds above a predetermmed 10W sped by mason of difect current energy 1which isonlypresent durin'g the approach a11l pas'sage of a t1ain underclear traflc conditxons ahead; and in whmh the' par-carriedappa'ratus1flcludesycstr elements disposed Onbpp'osit'e sides ofthevehicl which a1 'e denticai in cohstructin outa're concrientinfluence"receivihg appartus.

'employment of this rectifying device is, however, optional md it may beom tted itn}etd in circuits s0 as to'function differentiy, and in whichli'kdparts areautomati-- desix ed, in Vwhich "vent [i 'sirqoilar we1lbalaned altexnating currelit relay nmy be uscd.

" 'lfh, alternatinf; cr rent usedin connectin with this apparatus may bederivedi from any of the well-known methods tor producing fliternatingcurrent from direct cui'ent, 0.1 may be derivedfrom ai suitablealternat- 4 ing o'urrent gehertor such asthe' generator G illustrated;and preferabiy is of a com paratively high frequency so as to facilitatothe' induction 'of current through an intervenin'g air gap. v v

Having thus shown and described' one sp eoific embodiment f-theinvention, it is desifieito be uhderstood that this has been dona fiorillustrativo purpos'es only, ratherth'afn for the purpose of showing thescope of the invention. It is also clesired to be 'understoocl thatvarious changes -anl modifications may be made to a iapt the invention 2to the prticuisr problems audi systems encontereoi in pmctice, withoutdeparting from the natine, the scope or the idea or mans unde'riying thepresent invention. What is otesred to be secured by Letters Patent ofthe UniteStates is:-

1. In m sutomatic tmin control system, the combiinatiim mi anonnaiyenergizec VCOIII'O]. re1ay on a milway vehicle ani means foi deenergizing anl mgain restoring said reiay from the trackway thiough a'nimitarvening airgap comprising, un altornating current infiuencocommumr'zating device inciuding a sourcie'of altrnting ourrent'carriedon the vehicle anni mi inert trafiic controlled trackway devicoincluciing; 2 mag-;

netiza'be Core having & coi th ereon fOI transmitting 21, contro]!influence Which Wili ieenergize saii rehy, a, direct current influencecommunicating device including a track magmet energuzec'i under cleartmfiicconditions ahead bya direct current source looated along thetrackway, anoi car-carried means efiective when passingby said energized track mag1ret for restoringsaid -control relay to normal.

2. In aio automat1c train control system,

the combination of a normally energizedi' controi rela'y on a railWay*vehicle anci means fordeenergizing and again restoring saic't relayfrom the trackway through an'intervening air-gap comprising, amiriductive influe1nce receiving elementon the vehiole including aprimary, a, secondary, and SLI GC-' ondary bucking coil, saii secondarycoil noimaliy maintaining said control relay ener g1zed through a stickc11'cu1t, and.traffiocontrolled trackway mems f01 causing tho volt insaid secondary.cil uiider dangerous traffic conditions aheg1d uponpassago theroby, thus deenergizing said 1elay, anni means tor restoringsaid controlreiay including a pick- I up relay adapted to be energzed inresponse to the passage of the vehicle by a track oleotro-magnetenergized by direct current under Clea1 traffic conditionsahead,*thopioking up of said pickup relay bei'ng due to able vehiclecarriecimeans by .said eioetro magneti 3. Influenco communicating nemistor automaizic train control systms comp 'ising; a 'car-carriei core ofgeneral inverted U- sha.pe havng downwardly extending lega, a

age indqced in said sei:ondary bucking ooi1 to effect1vely overcom thevoltage mducedi primary and secondary coi1 on one of said legs, asecondary bucking c'ol on the other leg and connected. in seriesflvith'saidsecondary coil in a manner so that a'changeof flux 'through saidgore indces opposing; voitages in the circuit including said two'se'cnoiary Coils, and traflc Coi1trolled trachway means for reducingthe reluctance the magnetic cirouit inclding said. ooils.

i. Influence communicating ineans' Tor atomatic train contro systemscomprisingg; a car-canieoi core hav-ing a primary an ta seconiary coilthe'reon,-said primzuyco1 boing energized by alternating Current,o oon-"tro1 reiay havinga front contact; a rect1tying dev1ce, an 'enerlgizedcircuit for said controi relay in'clucing the winding anc front contact0 Suidi relay said rectifying dev1ce audi szud secorid'arytofl, andmeans partlymn5the vehicle and Partly along the t'rackvvay fo' inducinga votage in said circuit.

5. nfluence communicating means for automatic tmn control systemscomprising, est-catrd' apparatus including a conti-01 reiimjy, a corehaving; twdependin'glegs, a

, primary iiid a seico1idary coil on one. of sad Io'gs,'s hmkingsecoxidary coi] on the other of soi iegs conincted in series with saidseconoiawy coii, means 1'Eoi ontinuously en- I in secondary coi]predominating over the oppos ed voltage induced in said secondarybucking coi], thus producing a curre'nt for maintaining sgid re]ayenergizcd,and crackway mezms fo1' deenergizingr said relay by increasingtho voltage in saic] sccondary buck- 1n V0 tage in said secondary coi],whereby a system is formed in Which a fai]ure of energizing current forsaid primary coi] causes deenergization of said relay.

6. Ii1fluence communicating means for automatic train contro] systemscomprising, a car-carried core having a, primary and a seco'ndary coi]thereon, 2, contro] relay, a recf tifying device, a circuit includingg,said contre] relay, said secondary coi] and said rec- 2(L.tifyingdevice, and means partly on the vehicle and partly a]ong the trackwayand inc]uding a core of magnetic materia] along the trackv'vay forreducing the flow of currcnt through said contro] re]ay car.passes bysac] trackway core.

7. Influence communicating means for coi] without materially inoreasingtho while the automatic train contro] systems comprising,

a car-carried core having a primary coi] thereon norma]ly energized byalternatihg currcnt derived from a, car'-carried source, 2 contro]relay, anotller coil on said core, 3, recvtifying device, a circuitincluding the winding of said contro] re]ay, said another coi] and saidrectifying device, mcans for inducing a voltage in said circuit tomaintain said re]ay energized, and traflic contnlr'g]led trackway mezmsfor nducing a volti'ge in said other coi] to deenergize said relay.

.8. In 2m automatic tnain contro]. systom -the combination ofrestricizivc contro] influ ence. communicating means includifig .1vehicle carried source of altcrnating current and a coi] located on onesideof the ccnter line of the vehiclc, and a. traflic controlledtrackway device; a restoring influence communicating means includingsimilar car-carried coils on the other side of center line of thevehicle, and a trackway e]ctro-magnet; circuits for said coils; andmcansfor automatical]y interchanging the coils in said circuits each time thedirection of movement of the vehicle is reverscc].

-. 9. Influence communicating means for automatic train contro] .systemsof the intermittent type, comp1:ising two se'parate influonce recc1vingdcv1ces carried on apposite sic]es of the center line of the vchicle,each of said influence,receiving devices inclnding a pfimary coi] andtwo secondary coi]s conncctec] in se1ies, a source of a]ternatingcurrent for' energizing saic] primary coi], said .c0nd coi]s being sodisposed WZ]1 IBSPGC tothe primary' coi] that the flux em1ttcc] by saic]prima1y coi] links one secondary 0011 more than it does theothersecondary coi],

trackway means located on one side of' the center line of the trackwaycifective under adverse trafiic cohditions ahead to cause a gi'eaterincrease of the flux linking said one automatic train contro] systems ofthe intermttent type, comprisingtwo separate influenoe receiving devicesc'aniecl on opposite sides of the center line of the vehicle, each ofsaid influente receivingdevices includingj a primary coi] andtwosecondary. coils connected in scrics, a source of a]ternating cur- Ientfor energizing said primary coi], said secondary coi]s being.sodisposec] with respect to the primary coi] that the fluzk emitted by'said primary coi] links one secondary coi] more than it does the othersecondary coi], trackway means comprising a core 0]? inert magneticmateria] whcn in its 'active coridition and active under adverse trafcconditons 'ahead for causin'g flux linking saic] one secondary coi] tobe divertcd to suid other secondary coil,'train Contro] means in thecircuit 0" said seconda1y coils, and means fon connecting said traincontro] means in the circuit of the sec- 11. Influence communicatingmeans for automatic train contro] systems of the intermittent type,comprising two separate influence reccvingdevices carriec] on oppositesides of the center line of the vehicle, each of said influencereceiving devices including a primary coi] and tWo sccondary coilsconnected in series, a source of altcrnating current for energizing saidprimary coi], said secondarycoils be1rig so dispos'ed with respect tothe primary coi] that the flux emitted by said primary coi] links onesecondary coi] more than it does the 'other secondary coi], trackwaymeans efi'ective under adverse traffic conditions aheadfofcausing fiuxlinkng said one secondary"coil to be diverted tosaid other secondarycoi], train contro] means in the circuit of said secondary coils, andmeans governed in accordance with the rotation of the whee] of thevehic]e fof connecting said t1ain contro] mean's in the circuit of thesecondary coi]s of the. other influence rec'eiving device when thedirection of movement of the vchic]e is reversed.

12. Ihfluence c0mmunicating means for automatic train Contro] systems ofthe intermittent type, comprising two separate influence receivingdevices carried on opposite ductve type, comprising a primary C011, twosecondary coi1s connected in series, a source 0f alternatixg current orenergizing sad primary coil, a train control device havng t-wo Wndingso-ne ci which s connected in series with said seccndary coi1s and acontact closed whn sad arain control devce is en ergizel, said,secondary coils being located wth respect to said primary coi1 to causemore alternatng fi1ix. 0 link one secondary coil th an the other and tocause the fiux to induce opposing voltages in che crcuit of saidsecondary coils thereby nducing sufficient current in said une Windingof said train control device to maintain t energize'd, trackway meanscomprising an inert ma'g:

netic body Wh'en in its active condtion and.

active under acverse traific conditions ahcad to cause fiux linking saidone secondary coil to be diverted to link the other sccondary coi1 andcause de-energizatioh of said tran control dev ce, and other t1ackwaymeans cfiective under clear traffic condtions ahead to produce a fioW 0fcurrent in the oth er windng of said train control dcvice for restorngit to norma 20. Car-carred ap'paratus for automatc train control systemscomprsing, a contro] relay havng two wndings and a 'gont contact, meansfor energzing a circut including one-of said wndings and sad frontcontaci; in seres' comprsing an alternating current scurce and arcctfier, and means responsive to contro nfluences transmitted from thetrackway for encrgizng the other winding upon the reception 0f 21contro} influencc.

21. Car-carrec influence cmnmnncating means 01 aut0matic train controlsystems comprisjng, two identcaly ccnstructcd influence reccivng cmelemenus locatcd cqua1 distances on opposte sides of the center line ofa. railway vehcle; a contro relay havng a front contact; a crcuitncludng a source of ener the windng and front contact of sad re ay, andone of sad receivng ecments in seres; a reset relay; another circnitincluding che other influence receiving elemenhand che windng of saidresct relay in sercs; and nieans or interchanging the influencereceiving elements in sad circuits if the direction of movement of thevehicle is reversed.

22. Car-carred influence communicatng means or automatc train controlsystems comprising, two identicaly constructcd influence receiving carclements located equal distances on opposite sides of the centcr line ofa milway vehc1e; a control relay having a front contact; a circuitnclud'ng a source of energy, the wnding {111d front contact of saidre1ay, ami one of sad receiving clements in series; a- .reset rclay;another circuit incuc'lng the other nfluencc receving element and'thewincing of said reset re'lay -in seres; a'nd dswitch operated upon thereversal of the directon of rotato'n 01'f the wheels of the'- vehiclefor interchangifig sad influencc recevng elementsfn said circuts.

23. Car-carried apparatus fo1 automatic train ccntrol systems of theintermittent inductive type, the combination of two substantallyidentically constructcxl influence receiying ca r elements eachcomprsing a core having two coils thereon, restrictive control mchanismincluding two circuits 01'1e of which energizes one of the coils of oneof the influenoe receving car elements and the other of which includes arelay and th-e other col of said influence recsiving cm element, proceedcontrol influence mechanism includng a 1eset relay and both coils of theother influence receiving element, and means for interchanging theinfiuence receving elements in said mechanisms if the direction ofmovement of the vehicle is revers ed.

24. Car-carred apparatus or automatic train control systems of theintermittent inductive type, the combinaton of two substantallydentically constructed influence receiving car elements each comprisng acore havng. two coils thereon, restrictve control mechanism includng twocircuits one of Which energiZes one of the coils of one of the influencereceiving car elements and the other of which includes a relay and theother col of said influence receiving car element, proceed controlinfluence mecha nism including a reset relay and both coils of the otherinfluence receving element, and a swtch operated upon the reversal ofthe direction of rotation of the wheels of the vehcle or interchangingsaid nfiuence receivng eements in said mechansms.

25. (Zar-carred influence communicatng means for automatic tmn controlsystems comprsing, 'WO dentically constructccl influence receiving carelements ocated sym metrically Wth respect to the center line of araiwayvehcle, electrical means normafly closed circuited and energzed andconnected to 0118 of said elcments for receivng restrictix e controlnfluenccs, electrical means ncrmally de-energzed and connected to theother 0f said clemehts -fior receving proceed influences, brakc controlapparatus ntated by the first mentioned electrical means anc restored bythe second mentioried electrica means, and means for nterchafigng thecennections of saic car elements and said eectrical meaps when thedirecton of movement of the vehicle s reversed.

26. Car-carried. influence communicating means fo r antomatictraincontrol systems comprising; mo dentcally constructeci influencereccvng car elements located equal distances on opposite sdes of thecenter ine of a railway vehicle; a control relay 112W- ing a frontcontact; a circuit including a

